DIRECTORSHIPS.
THE OVERHEAD RAILWAY.
The Liverpool dock estate margins the Lancashire shore of the Mersey for
six miles, and the offices of the shipowners and merchants, who have
their business with the docks, are about the centre. In old days the
difficulty of getting to and from the various docks was greatly
increased by the crowded state of the adjacent streets. 'Buses ran along
the dock lines of rails, but having frequently to pull up for traffic
they proved a very slow mode of conveyance, but notwithstanding this
they carried 2,500,000 passengers each year. The trade of the port was
consequently greatly hindered by the want of rapid communication, and
the expenses of the port were increased by the difficulty of moving
large bodies of men about. Crews were delayed in getting to their ships,
and stevedores and master-porters lost the greater part of the day in
going from dock to dock.
Under such circumstances much pressure was brought to bear upon the Dock
Board to construct a railway along the line of docks. In the end they
obtained Parliamentary powers, but for years they hesitated to proceed
with the work.
Some of us thought the Dock Board was unduly timid, and we felt that the
trade of the port was being seriously hampered. We approached the Dock
Board and offered to find the capital to construct the railway. The Dock
Board agreed to our proposals, subject to terms, and Parliament approved
of the transfer of these powers to me as representing the directors of
the proposed new Overhead Railway. In 1889 we issued a prospectus, the
first directors being myself (chairman), Richard Hobson, Harold
Brocklebank, George Robertson, Edward Lawrence, and James Barrow. Our
capital was subscribed for twice over.
We were fortunate in making our contracts for the ironwork, which we
purchased at the lowest price ever known. Our first intention was to
work the line with steam locomotives, but during the course of its
construction we very seriously thought out the question of electric
traction. There was much to deter us from adopting the new motive power.
It had not been tried on a large scale; there were unknown risks and
dangers, and the cost of the electric equipment would involve an
additional outlay of £100,000. Nevertheless we eventually decided to
adopt electric traction, laying down as a fundamental principle that
everything should be of the best, and that we would try as few
experiments as possible. We were fortunate in having Sir Douglas Fox and
Mr. Francis Fox as our engineers, and Mr. Cottrell as their local
representative.
We had many difficulties. The Dock Board, very foolishly I think,
refused to allow us to make our structure strong enough to carry goods
traffic. The Corporation declined to allow us to carry our line along
the foot of St. Nicholas' Churchyard and through the Back Goree, and so
avoid our unsightly structure crossing St. Nicholas' Place and
destroying one of the most beautiful sites and vistas in Liverpool. I
have often been upbraided in the Council for this; but nobody could have
done more than I did to avoid it, and the entire responsibility lies at
the door of the Health Committee, of which Mr. Hawley was at that time
the chairman.
Neither the Dock Board nor the Corporation was sympathetic to our
undertaking. The former called upon us to re-make the entire line of
dock railway at a cost of £60,000, and the Health Committee, for the
privilege of moving one of our columns a few inches outside our
Parliamentary limits, required us to re-pave Wapping at a cost of
£8,000.
OPENING BY THE MARQUIS OF SALISBURY.
Early in 1893 the railway was completed and ready for opening, and the
Marquis of Salisbury, then Prime Minister, kindly undertook to perform
the opening ceremony. The opening was fixed for the 3rd February. Lord
Salisbury arrived from London the night before, and came direct to my
house at Blundellsands. We had a large house party to meet him,
including the first Earl of Lathom, Sir William Cooper, Mr. Walter Long,
Lord Kelvin, and a number of electrical experts.
The National Telephone Company kindly connected the dinner table with
the various theatres in Manchester and in London, and at ten o'clock
each guest took a little receiver from under the cloth and enjoyed
listening to the various performances at the theatres, where the
pantomimes were still running. The Telephone Company had laid special
direct wires from my house to the trunk wires from Liverpool, so that
the telephonic communications were very clear and distinct.
On a side table was placed a special instrument for Lord Salisbury,
which was connected directly with the House of Commons. He went to it,
and, taking up the receiver, spoke to Mr. Sydney Herbert, who gave him a
report on the progress of the debate on the address. Lord Salisbury was
both surprised and delighted, and said: "I can hear someone talking
about Uganda." It was the first time the House of Commons was ever
connected by telephone.
The next morning we drove down to the generating station of the
Overhead, escorted by mounted police. Lord Salisbury started the
engines and then rode in a special train from one end of the line to the
other, and afterwards we adjourned to the Town Hall for luncheon. He was
apparently delighted with the function, and said it was a great pleasure
to him to meet scientific men. He was very well up in the details of
electric traction, and minutely examined every part of our machinery. A
few days after he wrote expressing the pleasure the visit had given him.
He said:--"I thank you heartily for a very interesting evening and day
at the end of last week. I hate political functions, but this was a very
different occasion; it was one of the most interesting twenty-four hours
I have passed." Thus was opened the first full-gauged electric railway
in the world, and I am glad to think that electrically it has been an
unqualified success and has proved a great benefit to the trade of the
port. The railway carried in 1908, 9,500,000 passengers.
It also promised to be a good property for our shareholders. Our
dividend gradually increased; we had paid 5 per cent. and were well
within sight of 6 per cent., when the whole circumstances of our dock
traffic were changed by the Corporation introducing electricity into the
working of their tramway system and extending their lines so as to
parallel the Overhead Railway. We also suffered from the introduction of
the telephone and from the substitution of steamers for sailing ships,
and of large steamers for small steamers, all tending to reduce the
number of men employed about the docks.
Still I hope and believe there is a future for our little railway, but
it is heartbreaking work to run a railway which does not earn a
dividend.
We have had many important people to visit our railway, affording as it
does an excellent view of the docks, and we have always arranged a
special train for their conveyance. Among others whom I have had the
honour of escorting over the line are the present King and Queen when
Prince and Princess of Wales. Our most amusing and difficult visitor was
the Shahzada of Afghanistan. He had no idea of the value of time, and
when we arrived at the end of our journey he called for his doctor and
then for his apothecary, and it was useless my trying to impress upon
his A.D.C. that the whole traffic of the line was being stopped while
his Highness took a pill.
THE BANK OF LIVERPOOL.
I was elected a director of the Bank of Liverpool in 1888, and became
the chairman in 1898. It was during my chairmanship that the old bank in
Water Street was pulled down and the new bank built, which I had the
privilege of opening. I also initiated and conducted the negotiation for
the purchase of Wakefield Crewdsons Bank in Kendal.
THE CUNARD COMPANY.
I was elected a member of the board of directors of the Cunard Company
in 1888, and found the work of looking after a great and progressive
steamship company to be extremely interesting. For two years I was the
deputy-chairman. I resigned this position as it required almost
continual attendance at the Cunard offices, which I could not, with all
my other engagements, possibly give.
To have been identified with the most forward policy in the shipping
world has always been a source of great pride and pleasure to me.
A few years after I joined the board we built the "Lucania" and
"Campania," steamers of 13,000 tons and 27,000 horse-power with a speed
of 22 knots. They were in size and in speed a long way ahead of any
steamer afloat, and created very general and great interest.
At the Jubilee naval review in 1897, held in the Solent, a small steamer
made her appearance. She was little more than a big launch, and was
called the "Turbinia"; she was propelled by a steam turbine and attained
an extraordinary speed. We little thought when we saw this boat rushing
about at a great speed that she would create a revolution in the mode of
using steam for high-speed vessels.
In 1905 the Germans placed in the Atlantic trade several vessels which
steamed 23 and 23½ knots, which secured for them the blue riband of the
Atlantic. About the same time the White Star fleet and other Atlantic
lines were bought by an American combine, and it appeared as if the
whole Atlantic trade was destined to pass into the hands of the Germans
and Americans. The country was much excited at the prospect, and
pressure was brought upon the Government to assist the Cunard Company,
and thus to preserve to the country the "premier" line of Atlantic
steamers. The Government offered to lend the Cunard Company the money
necessary to build two steamers of 24½ knots speed, and to grant to them
a subsidy of £150,000 per annum. These terms being accepted the Cunard
Company had then to determine the style both of boat and engines which
would best fulfil the conditions of the contract.
Engines indicating 60,000 and 70,000 horse-power were considered
necessary for a vessel to attain the guaranteed speed, and this power
with reciprocating engines would involve shafting of dangerous size;
hence it was decided to appoint a committee of experts to make enquiry
as to the working of the "Parsons'" turbines in some channel steamers
which were already fitted with this new form of engine. After a
prolonged consideration the committee reported in favour of turbine
engines. Meantime, experimental models of hull forms had been made and
tested in the tanks belonging to the Government, to ascertain the lines
which would give the necessary displacement, and be the most easily
propelled. It was eventually decided to build ships of 780 feet in
length by 86 feet beam, having a gross register of 34,000 tons, with
turbine engines indicating 70,000 horse-power.
The order for one of these ships, the "Lusitania," was placed on the
Clyde with Messrs. John Brown and Co., for the other, the "Mauretania,"
with Messrs. Swan, Hunter and Co., at Newcastle.
The planning of the cabins and the furnishing and decorating of these
steamers gave us much thought, as we were anxious they should be a
distinct advance on anything yet produced. These ships have fully
realised all our expectations, the "Mauretania" having completed four
round trips across the Atlantic at an average speed of over 25 knots. On
one voyage she averaged over 26 knots on a consumption of 1,000 tons of
coal per day, and on another voyage she made an average speed out and
home of 25.75 knots.
The "Britannia," the first ship of the Cunard Company, built in 1840,
was only 1,139 tons, with a speed of 8½ knots.
VIBRATION.
An amusing incident occurred in connection with the building of the
"Campania." On her engine trial she vibrated excessively, even
dangerously, breaking some stanchions and deck plating. It was decided
to ask Lord Kelvin, then Sir William Thomson, to investigate the cause
of the vibration, and I was deputed to attend him upon the necessary
trials on the Clyde. After several days' trials Sir William announced
that the vibration would all disappear if the ship was loaded down.
Three thousand tons of coal were put on board, and a large party of
guests were invited for the trial trip. It was arranged that the ship
should upon this trip start at a slow speed, at which there was no
vibration, and when the guests were seated at lunch the directors were
to quietly come on deck and the ship be put at full speed. This was no
sooner done than she began to shake from stem to stern so violently that
the whole of the guests streamed on deck enquiring what was the matter,
and the speed of the ship had to be reduced. The vibration was
afterwards cured by following the suggestion of our old Scotch engineer
and altering the pitch of the screws, so that their revolutions did not
synchronise with the vibratory period of the ship.
Some few years after this event I was invited to dine one Sunday evening
at Balliol College, Oxford. After dinner I was taken into an adjoining
room to wine by the president, Professor Cairns, well known as a great
philosophical thinker and writer. On passing out of the dining hall a
friend whispered to me, "I am sorry for you; the president never utters
a word to his guest." We sat at a small table _vis-à-vis_. I tried to
draw the president into conversation on several subjects, but failed
lamentably. Eventually I asked him if he knew Lord Kelvin. He at once
said he was an old friend; whereupon I told him the story of my
experience on the "Campania." He became quite excited and interested. On
my leaving the room my friend, who was a don on the classical side,
again came up to me, and asked what we had been talking about. I
answered "Vibration." He replied, "What is that? I never saw the
president so interested and so excited before."
CASTLE WEMYSS.
In connection with the building of the "Campania," I have a pleasing
recollection of a visit to Castle Wemyss, on the Clyde, the residence of
the then chairman of the Cunard Company, Mr. John Burns. Mr. Burns took
me to call upon his father, Sir George Burns, who resided at Wemyss
House. He was then a very old man, over 90 years of age, and as he lay
upon his bed he looked very picturesque, with his handsome aquiline
features and his snow-white locks resting upon the pillow. He told me
with evident pride of the early days of the Cunard Company, of which he
was one of the founders, the others being Mr. Cunard of Halifax, Mr.
Charles MacIver of Liverpool, and his brother Mr. David MacIver; and he
narrated his recollections of the old sailing brigs which used to
convey the mails to Halifax, before the days of steamships. Sir George
died soon after my visit, and was succeeded in his baronetcy by his son,
Mr. John Burns, who at the Diamond Jubilee of the Queen, in 1897, was
created a Peer (Lord Inverclyde). He died in 1901, and was succeeded by
his son George, who died in 1905, after holding the title only a few
years, and was succeeded by his brother James, the present Peer. The
second Lord Inverclyde, who was also chairman of the Cunard Company, was
a man of conspicuous ability, with a big grasp of affairs. It was he who
carried through the agreement with the Government, which resulted in the
building of the "Mauretania" and "Lusitania." During these negotiations
he displayed so much energy, tact, and knowledge of shipping, that had
he lived he was marked out for high position in the Government. It has
been my privilege during the twenty-two years I have been a director of
the Cunard Company, to serve under five chairmen--the first Lord
Inverclyde, Mr. Jardine, the second Lord Inverclyde, Mr. Watson, and Mr.
Booth.
THE LIVERPOOL AND MEDITERRANEAN TRADE.
Sir George Burns' reference to the making of the Cunard Company brings
to my mind the story told by my father-in-law, William Miles Moss, of
the beginnings of the Mediterranean steamship trade, which has made for
Liverpool people so many great fortunes. He said that his firm, James
Moss and Co., Vianna Chapple and Co., and John Bibby and Sons, were
engaged in the Mediterranean trade, which they conducted with sailing
schooners and brigs. In 1848 he thought the time had arrived to replace
these by steamers, and his firm chartered a paddle steamer, which traded
to the Isle of Man, for an experimental voyage to the Mediterranean. She
made a most successful voyage to Genoa, Leghorn, etc., and he was so
encouraged that he made a contract to build a screw steamer for the
Egyptian trade to cost £21,000. Mr. Moss invited the heads of the firms
I have named to dinner at his house, in Lower Breck Road, and told them
what he had done, and asked them to take shares in his new venture, and
then passed a paper round the table that they might write down the
interest they were willing to take. It was returned to him with only
£12,000 subscribed. He said, "I told them they were a shabby lot, and
that I would take the balance." This was the first steamer built to
trade between Liverpool and Alexandria.
Mr. Moss was a very shrewd, long-sighted man, and for years was the
moving spirit in the Mediterranean steamship trade, being largely
interested in Bibby's as well as being the principal owner of the fleet
of James Moss and Co. He was for many years a member of the Dock Board,
in which he was followed by his son and his grandson.
THE WHITE STAR LINE.
The "making" of the White Star Line must always remain an interesting
incident in the history of our commerce. In the 'sixties the Atlantic
trade was in the hands of the Cunard, the Inman, the National, and the
Guion Companies. At this time the Bibby line of Mediterranean steamers
had been most successful. One of the principal owners in these steamers
was Mr. Schwabe, whose nephew, Mr. Wolff, had just started in business
as a shipbuilder in Belfast, in partnership with Mr. Harland. Mr. T. H.
Ismay had recently formed a partnership with Mr. William Imrie, and had
taken over the business of the White Star Line, then engaged in owning
sailing ships employed in the Australian trade. The story at the time
was that during a game of billiards at Mr. Schwabe's house, in West
Derby, Mr. Schwabe proposed to Mr. Imrie that his firm should start
another line of steamers to New York, adopting as their type the models
which had proved so very profitable in the Mediterranean trade, and
offered if they were built by Messrs. Harland and Wolff to find the
greater part of the capital. The scheme thus inaugurated quickly took
shape. Mr. G. H. Fletcher associated himself with the project, and the
first White Star steamer, the "Oceanic," was built, followed quickly by
the "Celtic," "Baltic," "Germanic," and "Britannic." The steamers were
the first vessels constructed with their cabin accommodation amidships,
where there is the least motion and vibration. This proved a very
attractive feature. Mr. Ismay also took a personal interest in studying
the comfort of the travellers by his line, which quickly became very
popular. Mr. Ismay lived to see the début of his masterpiece, the
"Oceanic," the second of this name, but had passed away in 1899 before
the White Star Line became a part of the great American steamship
combine.
MR. T. H. ISMAY.
Mr. Ismay was a remarkable man. He was of a very retiring disposition,
but had great strength of character, with an aptitude for organisation,
he was able to select good men to assist him, and to obtain from them
the best of their work. Mr. Ismay was one of the ablest men of my time.
He declined all honours, and found his pleasure in surrounding himself
with beautiful pictures and _objets d'art_ in his home at Dawpool, and
he was not unmindful of others, for he founded the Seamen's Pension
Fund, to which he was a large contributor.
To commemorate the Jubilee of Queen Victoria in 1887, and Her Majesty's
Diamond Jubilee in 1897, grand reviews of the fleet took place at
Spithead. Mr. Ismay invited a large party of his Liverpool friends on
board the "Teutonic" on both of the occasions to see the reviews. At
Spithead the "Teutonic" was joined by a large and very distinguished
company from London, comprising many of Her Majesty's Ministers, the
leaders of the opposition, and men renowned in literature, science and
art. At the first review the German Emperor and the Prince of Wales came
on board, and spent some time inspecting the ship, and especially her
armament. Other Atlantic liners had on board the members of the House of
Lords and the House of Commons. These reviews were very successful, the
great array of battleships being imposing and impressive, although we
could not avoid remarking their small size compared with the "Teutonic,"
"Campania," and other liners present.
The "Teutonic's" trips will be for long remembered for the munificent
manner in which Mr. Ismay entertained his guests, and the perfection of
all the arrangements.
SIR ALFRED JONES, K.C.M.G.
The late Sir Alfred Jones is another of our great shipowners whose
career conveys many striking lessons. Enthusiastic about everything he
put his hand to, intense in his application to work, and resourceful in
finding out the ways and means to success, he had one fault not uncommon
in forceful men--he had not the power of delegation. He would do
everything himself, and the strain was more than even his robust nature
could stand. On my asking him a few weeks before he died why he did not
take a partner, he replied: "I will do so when I can find a man as
intense as myself."
As indicating his resourcefulness, when he found bananas were not
selling freely in Liverpool, he brought down a number of hawkers from
London with their barrows and peddled his fruit about the streets. On my
suggesting to him that he would make nothing of Jamaica, on account of
the lazy habits of the negro, he replied: "I will change all that. I
will send out a lot of Scotchmen."
When he travelled to London he was always accompanied by two clerks, to
whom he dictated letters _en route_. Every moment of his time was filled
up, he told me: "My work is done on a time table. A certain hour each
day I devote to my steamers, another to my oil-mills, another to my
hotels, and so on."
Sir Alfred Jones' name will, however, ever dwell with us as the founder
and most active supporter of the Liverpool School of Tropical Medicine,
which has destroyed the ravages of yellow fever and made the malarial
and waste places of the world habitable.